DE2301797C2 - Method of transporting and positioning prefabricated block sections in the construction of ships and wagons for carrying out this method - Google Patents

Description

The present invention relates to a method for transporting and positioning prefabricated block sections in the construction of ocean-going vessels from a location outside the building dock to the connection position at the bow or stern section or to already connected block sections by means of two side by side on rails movable carriage with a lifting and lowering and horizontally movable support platform are brought, as well as on a carriage to carry out this Procedure.

A method of the type mentioned above is known from DE-OS 15 06 797. With this well-known Training there are only longitudinal rails that are located between the factory halls and the harbor basin Extend direction of the ship to be built and on each of which by means of the car a complete Ring section can be moved to the already completed part of the ship, with means on the carriage of existing vertical and horizontal winches or rams a movement of the ring section is possible in the three translational degrees of freedom.

With this method, an exact positioning of the section to be built is not possible in the exact connection position, because this is also the case Angular movements, d. H. Movements in the three rotational degrees of freedom may be necessary, which are not provided here. Besides, there is no Possibility to add smaller block sections, which are to be connected in a certain lateral position for this purpose, proceed in the transverse direction. So are those given in the known training Limited options.

From Henschke, "Schiffbautechnisches Handbuch", 2nd edition, VEB Verlag Technik Berlin (East), Volume 6, p. 427 up to 430, stacking trolleys for moving small and medium-sized ships, but also ring sections are known, which in pairs each support one end of a keel block girder. They can be swiveled by 90 °, which makes sense

to enable transverse travel. For this purpose, lowering and raising the support surface is possible in order to achieve the Set down the keel block girder on the level concrete slip floor and then swivel the chassis.

In this known technique, too, the problem of positioning block sections is in all six Degrees of freedom not resolved

From GB-PS 6 79 927 a ship building method is known in which on longitudinal and transverse rails movable longitudinal and transverse carriages are available, which have lifting and lowering support platforms. Included the wagons should primarily serve to move entire ships into and out of the water, but also serve in the construction of the ships. Like the exact positioning of block sections to be built on would be possible, but cannot be inferred from this document either.

The object of the present invention is to improve a method of the type mentioned at the outset, with which it is possible to convert the block sections into an exact To move the connection position on the already completed part of the ship, in particular all rotatory movements should be possible; the block sections should be transported from the production site outside the dock can also be moved laterally into the connection position can. Finally, the invention aims to provide trolleys for carrying out the proposed method.

In the manner according to the invention, block sections should have the size of an eight-story building Weights up to 1500 t can be positioned. Based on the method described at the beginning is proposed to solve this problem according to the invention that to rotate the Block section around the vertical axis one car is moved back and forth in relation to the other, for rotation of the block section around the longitudinal axis, one support platform is raised and lowered relative to the other and for rotating the block section about the transverse axis, the support platforms together in the longitudinal direction be inclined.

Advantageous further refinements of the method and of the carriage for carrying out the method are characterized in the subclaims.

If, in addition to moving the block sections in the longitudinal direction, there are also large dislocations in the transverse direction are necessary, it is useful if to transport the block section successively in Longitudinal and transverse direction these from longitudinal or transverse carriages over stationary supports in the crossing area driven by longitudinal and cross rails and lowered onto them before the section is moved from cross or cross rails. Longitudinal carriage is added. In this way, large transverse movements can be carried out, while transverse movements then required for exact positioning due to lateral movement of the support platforms the wagon takes place in relation to its chassis.

To carry out the proposed method carts are used with devices for moving a Support platform in vertical and horizontal direction and with wheelsets running on pushers, whereby each wheel set is mounted in opposing frames, which can be rotated against each other and are pivotable with respect to the chassis at one end thereof, with the other Each end has a device for swiveling the frame and thus for raising and lowering the chassis attacks against the wheels, and that at least some of the wheelsets are driven by the same direction or opposing actuation of these movement possibilities result in different rotational movements the block section carried by the carriages.

To enable lateral positioning movements and to support rotary movements around the vertical axis, each carriage expediently has a support surface that can slide laterally relative to the chassis and on the front and rear portion of the chassis between this and the support surface movement devices for lateral and rotational movement of the support surface in relation to the chassis.

It is also used to simplify the control of a large number of vehicles belonging to a vehicle Wheelsets useful if the totality of the wheelsets stored in the frame in groups to form one front and a rear group are combined, for the purpose of a rotary movement of the Cooperate chassis around the transverse axis. Here are the devices for pivoting the wheel attachment frame expediently designed as a hydraulic cylinder.

To ensure the same pressure in the two hydraulic cylinders on the frame of a wheel set attack, these are expediently hydraulically connected to each other, the frame by a Spring element are interconnected, which unequal vertical movements of the two sides of the Counteracts carriage.

It can also be useful if each cylinder group is from a special pressure source is applied, each of which has a pressure limiter, so that the pressure is not sufficient to fully to raise the loaded chassis, and that the pressure limiter and the pressure sources separately and can be switched off.

The movement devices between the support surface and the chassis are also expediently as Hydraulic cylinders designed, as well as expediently the wheel sets a hydraulic drive exhibit.

To supply a car with energy, a car is expediently used either alone or together with it Control and supply cars belonging to other similar cars.

Finally, it can be useful if the hydraulic cylinders of each wheel set group are connected and are acted upon jointly, but separately from those of the other group.

The invention is explained in more detail below with reference to the drawings. It shows

F i g. 1 is a schematic view of a building dock in which the proposed method of application comes;

F i g. 2 the course of the rails in the building dock as well as schematically the interaction of the on these moving transverse and longitudinal carriages;

F i g. Figure 3 is a plan view of a carriage with the support surface partially cut away; such a car can can also serve as a cross carriage directly or with minor changes;

F i g. 4 shows the side view of the car according to FIG. 3;
5 shows the wheel suspension of the car, both the transverse and the longitudinal car;

F i g. 6 is a plan view of the drive unit of FIG

• Dare;

Fiji. 7 shows the rear view of the drive unit Fig.ti;

F i jr. 8 shows the scheme of the according to FIG. 6 and 7 drive used;

F i g. Figure 9 is a schematic plan view of the hydraulic control system of a pair of longitudinal carriages;

Fig. 10 is a schematic circuit of a hydraulic System of a transverse or longitudinal carriage;

F i g. 11 is a schematic circuit diagram of a relay control system a transverse or longitudinal carriage;

Figures 12 and 13 together show a schematic circuit of the hydraulic valve control circuit of a transverse or longitudinal carriage.

The devices shown in FIG. 1 include the auxiliary system 10, with which a block section 12 from a production facility located to the side of the dock in a lying position to the side of the building dock 14 can be approached. The ones that are part of normal shipyard operations and that can be moved on rails Cranes 16 are used here in addition to the hull assembly itself to bring in and take out the for Wagons and facilities belonging to the transport system.

However, the lifting capacity of such cranes is sufficient to lift the weight of the prefabricated block section not from. In Fig. 1 can still be seen the fore ship 18 of a tanker under construction and a part of the aft ship 20, to which a number of prefabricated block; sections are already welded.

In the exemplary embodiment, only the transport and positioning of the Port and starboard block sections 23 and 24 are provided, while the center block sections 26 on be built conventionally. However, if these are also suitable for building outside the dock, then so they can also be transported to the connection point and connected in the proposed way. It is then only necessary to provide corresponding longitudinal rails running in the middle of the dock.

The iilocksektion 12, which is intended for connection to the Stcucr!>;> Rdscite. is brought to the tilting device 26 . If it were intended for connection on the port side, it would have to be approached in a position rotated by 180 °.

The drawing shows a block section 24 already located on the tilting device 28 for assembly on the Starboard side. The tilting device 28 consists of a St Jtzenkonstruktuion 30, which is at the upper end A pair of parallel rails 32 carries, on the upper edge of which teeth 3-1 · are formed, which cooperate with the Teeth of tooth sectors 35. which in turn are firmly connected to a node 36, which by means of the Beam 33 is connected to the cradle 40. The cradle 40 has support arms 42 for the assembly at one end and is in equilibrium through the other end.

Both the cradle 40 and the support structure 30 can be easily dismantled and removed, if the last assemblies of the ship are to be connected in their place.

Hydraulic cylinders 44 and 4 (> together in such a way that the tooth sectors 35 are rotated by their actuation, whereby the weighers 40 are simultaneously advanced and rotated so that the block section into a upright ::: position comes. A stop, not shown, is provided to terminate the rotation. The block section comes to a standstill in a position above the rails, so that a majority, usually a pair of synchronized cross carriages 48 and 50 (Fig. 2) under the block section can be driven. These transverse carriages can be moved transversely to the longitudinal extension of the dock and in addition, their support surfaces can be raised and lowered. They are in the lowered position driven under the assembly 24 and attack when you lift its support surface on its underside.

Pits 52 are provided in the floor of the dock, into which the ends of the support arms of the cradle 40 when tipped can enter.

To ensure the synchronous actuation of the cross carriages of each pair 49, 51 and 48, 50, these are each other by means of a connecting line 54 and 55 are connected to one another, with a control panel (not shown) on one of the carriages of each pair is provided and one of the carriages of each pair to a (not shown) power source in or on the dock connected. The trolleys are usually operated by an operator next to goes with the car. The pair of transverse carriages 48 and 50 travel on rails 56 and 58 between the cradle 40, the tipping device 28 and the reloading point 60.

The lifting force of the cross carriages 48 and 50 is sufficient to lift the block section 24 from the tilted cradle 40 to decrease. These transverse carriages 48 and 50 then bring the block section to the reloading point 60 where Platforms 62 are located with a required number of crossing plates 64, the latter at all Rail crossings are provided.

The rails run in the transverse and longitudinal directions and hold a path from the crossing plates 64 the necessary distance to the thermal expansion. The height of the crossing plates 64 is sufficient that the Track boundary of the wheels of both the transverse carriages 48, 50 and 49, 51 and the longitudinal carriages 66, 68 these can cross, so that the running limit of the wheels after crossing the crossing plates 64 again walk on a rail.

As in Fig. 2, two longitudinal rail systems / M each with 3 rails 70a, 72a and 74a and 706, 72b and 746 are provided. In this way, the longitudinal carriages can travel next to one another at a distance corresponding to the width of the block section. In Fig. 2 it can be seen that on the port side the longitudinal carriages 66 and 68 run on the outer rails 70a and 74a of the rail system when a wide block section is to be transported, while the longitudinal carriages 66 and 68 on the starboard side when transporting a narrower Rlocksekrion run on adjacent rails 72b and 746. The center of gravity of the block section is always between the cars.

The transport thus continues in that the cross carriages 48 and 50 under the block section are driven, which is in the upright position in the cradle 40 of the tilting device 28 and that they raise hydraulically. The block section is then driven to the reloading point 60 via rails 56 and 58 and by simultaneously lowering the support surfaces of the cross carriages 48 and 50 onto previously erected blocks (not shown) discontinued. The support surfaces of the wagons are further lowered and the wagons become one driven to a neutral point or return to pick up another block section.

Now longitudinal carriages 66 and 68 are combined with

23 Ol

the supply car 76 belonging to them and driven under with lowered support surfaces drove the block section. The block section is lifted from the blocks.

If the block section on the port side is on Ship is to be connected, it is now driven by the longitudinal car to the connection point.

However, if the block section is to be connected on the starboard side, the longitudinal carriages 66, 68 drive this only to the other end of the reloading point 60, where it is deposited again on previously set up blocks and after which the longitudinal carriages are removed again. Then the cross carriages 49 and 51, which are in the the same way as transverse carriages 48 and 50 are operated, driven under the block section, these lifts and take them on rails 57 and 59 to umiadesieiie 78, where they like a couple before erected blocks (not shown) is deposited and whereupon the cross carriages 49 and 51 are moved away.

now the starboard side carriages 66 and 68 with the help of their control and supply car 76 up and under the block section, lift it up and drive it along the starboard side of the Docks to the connection point at the stern section of the ship.

It goes without saying that a similar rail system is also used on the bow side of the rails 56 and 58 can be provided to perform the same operations for connection to the bow section.

If the cradle is on the starboard side, an associated set of longitudinal carriages can be placed on rails, which run on starboard to the bow and tracks 70o, 72ö and 74t> are used for assembly operations on starboard.

For this purpose z. B. after completion of the rear assembly operations, the cranes 16 the Longitudinal carriage on the other side of the tipping device 28, d. H. transfer to the bow side, so that now Block sections can be connected to the bow.

The structure of the cars used is shown in FIG. 3, 4 and 5 shown in more detail. It should be noted that the Description refers to transverse and longitudinal carriages, but in particular to longitudinal carriages, their more extensive Mobility requires a more complex construction.

A longitudinal carriage, such as carriage 66 or 68, consists essentially of a rigid chassis 80 with Longitudinal beams 82 and cross beams 84. These carry a support surface 86, consisting of a frame 87, the carries a plurality of support members 88 on which the block sections are seated. The support surface 86 sits below Interposition of a planar sliding surface bearing 90 on the chassis SO, this being between the side rails 82 and the frame 87 is located.

A plurality of starboard and port side engaging movement devices 92 in the form of hydraulic cylinders are arranged near the front and rear ends of each longitudinal carriage and extend between the beams 84 and the frame 87 of the support surface 86. In FIG. 3 are just two the cylinder 92a located on the front side of the centerline is shown.

When the hydraulic cylinders 92 are actuated, the support surface 86 is shifted laterally on its sliding surface bearing 90. If the front cylinder or the group of front cylinders 92a is actuated in the opposite direction to the rear cylinder or group of rear cylinders 92b , a rotation of the support surface 86 results.

On the chassis 80 is also a power system 98, which is controlled by the associated control and Supply carriage 76 is fed and the necessary hydraulic control valves and the pipe or Contains hose assemblies. The control valves are electrically operated by the control and supply car 78 actuated.

The associated control and supply car 76 consists essentially of a rail chassis with a mounted generator driven by a diesel engine and a control unit for a set (a pair) of longitudinal carriages. In operation, the control and supply car 76 supplies the energy for the Longitudinal carriage without however being self-propelled; rather, it is coupled with them and is made by them taken away.

Both the transverse and the longitudinal carriages usually have 12 axles with wheels, their running rings run on the rails and which can roll over an intersection plate with flanges. About a third of the existing wheel sets are by means of hydraulic motors 100, which are connected to the girders 84, driven. In Fig. 3, three such motors 100 can be seen, a fourth is covered by the support surface 86.

The driven wheel sets can per se be arranged at any point on the car, but they are preferably arranged in the middle on both sides of the center line L in a car with twelve wheel sets and two motors.

In the case of a transverse carriage which, apart from its ability to move along the associated rails, only must be raised and lowered, there is no need for lateral movement of the support surface Provide hydraulic cylinder 92 serving, the sliding surface bearing 90 is also omitted and the Support surface 86 be directly connected to the chassis. In a variant, the Frames 87 of the support surface 86 are omitted and the support elements 88 can be attached directly to the chassis 80 be attached to the cross carriage.

With this simplified version of the cross carriages, they are also correspondingly more cost-effective to be manufactured; It is of course also possible to use a uniform type of car, the corresponds to the longitudinal carriage construction described here and which then serves for both directions.

From FIG. 4 and in particular from FIG. 5 it follows the suspension of the wheel sets on the car, this suspension for both driven and for Revolving wheelsets are used.

The wheel set suspension 102 is with a fitting ίΟ4 on the associated longitudinal member 82 of the chassis 80 attached (see also Fig. 7) and consists of a spring element 106 in the form of a torsion shaft, the end of which is rigidly connected to the sleeve 108, which in turn is rigidly connected to the suspension frame 110 connected is. The axis of the wheel 112, which runs parallel to the torsion shaft 106, is mounted in the frame 110, that runs on track 114.

At the free end of the suspension frame 110 is a pivoting device 116 in the form of a hydraulic cylinder hinged, the other end of which is rotatably attached to the frame 110 and to the cross member 84

The other wheel of the wheel set is suspended in the same way; the wheels sit on a joint Axis.

In this construction, the torsion shaft tries

106 Keeping the chassis in a horizontal position, however, allows a twist due to the possible twisting certain deviation, so that z. B. one of the wheels 112 the wheelset can be higher or lower than the other wheel, e.g. B. by an amount that corresponds to the setting of the Rails 114 corresponds. The resulting wheel pressures become slightly different due to the effect of the torsional moment in the torsional shaft 106 while the force of the hydraulic cylinders 116 will be the same because they are hydraulic are connected to each other. This suspension and the possibility of deviation from the horizontal position plays, as will be shown, an essential role in the various possibilities of movement of the Support surface of the car.

In the simplest application, all cylinders 116 are used together to raise or lower the chassis 80 and with it the other parts and in particular the support surface 86, so that in this way a Block section can be picked up or set down at a desired location.

It can readily be seen that as the hydraulic pressure increases, the cylinders 116 extend , whereby the frames 110 are rotated about the torsion shaft 106 and the distance between Chassis 80 and wheelset increased. As the wheelset rests on the rails, the chassis will lift. The chassis is also lowered by venting the hydraulic cylinder 116 Position of the wheels on the rails unchanged; there is a rotation around the wheel axis. One any tendency for the chassis to rise or fall more on one side than the other could, the torsion shaft 106 counteracts.

From Fig. 6, 7 and 8, the structure and the How the drive works with driven wheelsets, both for transverse and longitudinal carriages.

Fig. 6 shows the top view, Fig. 7 shows the rear view and F i g. 8 shows the kinematic scheme.

In Fig. 6 the suspension can be seen again, namely the side members 82, the cross members 84, the suspension frame 110 and the here and on the Hydraulic cylinders 116 articulated to longitudinal members 82.

The drive on the carrier 84 is part of the drive for the forward and backward movement on the rails attached hydraulic motor 100, which works in both directions of rotation. Via a reduction gear 101 this acts on the sprocket 120 and via a chain on sprocket 122, which is fixed on a Hollow shaft 124 is seated, which is pushed onto the torsion shaft 106. From here the movement transferred to the sprocket wheel 126, which is also seated on the hollow shaft 124 and via a chain Sprocket 138, which sits on the axle 130 of a set of wheels 112. Be that way the wheels 112 driven by motor 100 in a forward or reverse direction.

It can be seen that the drive kinematics when lifting and lowering the chassis around the torsion shaft 106 can rotate, so that in this case a rotation also takes place about the axis 130 and the wheels 112 are stationary stay.

The only difference between the driven wheelsets and the revolving wheelsets is their presence of the drive described; the suspension is the same for both.

The following are the various possibilities of movement of the support surfaces 86 of the car are sought and also what movements are thereby imparted to a block section resting on them can be. It has already been described above how a side shift and a rotation about the vertical axis can be effected with the aid of the sliding surface bearing 90.

The forward and backward movement is done simply by switching on the wheel drive in the desired manner Direction. The longitudinal carriages 66 and 68 have for this purpose an associated control and supply car 76, which is with one of the longitudinal carriages is directly coupled, while the other longitudinal carriages via a connecting line 132 is connected. In this way, the unit can be made up of two longitudinal carriages with supply carriages Any arrangement of support blocks can be driven under the block section.

To the possibility of forward and backward movement the already described possibility of raising and lowering the chassis comes through Actuation of the hydraulic cylinder 116. In the case of the cross carriages of a pair of transverse carriages, this lifting and lowering usually happens evenly and in the same direction, so that the chassis 80 and the load they carry remain horizontal, i.e. no rotation executes the longitudinal and transverse axis.

While the possibilities of movement can already be exhausted with this cross carriages, the Longitudinal carriage enabled for more complicated movements.

Here, too, there is of course the option of moving forwards and backwards as well as lifting and Lowering in the manner described. In addition, there is the described possibility of lateral displacement the support surface by actuating the hydraulic cylinders 92.

However, in order to position a block section precisely for connection to the already completed section of the ship further opportunities for movement are required.

As a further movement of the block section, the rolling, i.e. H. rotation around the longitudinal axis is possible be. This is accomplished by raising or lowering the chassis of one of the carts 66 or 68 Pair of cars in relation to the other car. As the block section instead of on the support surface 86 of each carriage remains in place, a corresponding rotation of this support surface 86 occurs here each Car around the longitudinal axis and since the axes 130 of the wheelsets remain in the horizontal, compared to these Axles. In each of the cars, the hydraulic cylinder 116 will extend a little on one side and the one on the other side retract a little and there will be a slight twisting of the torsion shaft 106 appear.

This movement is made possible by the fact that the opposite hydraulic cylinders of a wheel set are acted upon via a common distribution line, i.e. are hydraulically connected to one another. Hydraulic fluid can therefore be displaced from one cylinder and into the other cylinder flow in. The torsion shaft twists elastically and springs into the old one after the unbalanced load has been eliminated Shape back.

Furthermore, a "stomping" movement, i.e. H. rotation around the transverse axis will be possible. Here must the rigid chassis 80 can rotate around the transverse axis relative to the rails, which is achieved by the hydraulic cylinder 116 is to be effected. For this purpose, the cylinders 116 are combined into two groups, the Cylinders of each group one below the other hydraulically

are connected. The group-wise separation takes place in the longitudinal direction in such a way that (compare FIG. 3) all hydraulic cylinders 116 in front of the center line L are combined into one group and all hydraulic cylinders 116 behind the center line L are combined into the other group.

If now an upward "stomp" movement is required working fluid is pumped into the cylinders of the front group, each wheel set suspension is extended or retracted by a certain amount, which is dependent on the distance from the center line, so that the chassis tilts and the support surfaces rest against the block section they support will stay.

Since no hydraulic fluid is supplied or withdrawn from the rear cylinder group, the However, cylinders of this group also have to adapt to the inclination, the internal compensation takes place hydraulic fluid in the cylinders of this group. During this movement, the axis of rotation becomes approximately lie in the middle of the rear cylinder group that is not actively involved.

Understand that there is an inclination in the opposite Direction is effected in the correspondingly opposite manner and that also the rear group the cylinder could be used as the active group so that the cylinders are in front Group only need to be adjusted by internal compensation and finally that also around the axis of rotation in to move the middle of the carriage, both groups are acted upon simultaneously and in opposite directions can.

Another possibility of movement is the "Gicr" movement, i. H. a rotation around the vertical axis. The already mentioned cylinders 92a and 920 are used for this purpose. For a clockwise rotation (in the Plan view) the cylinder 92i> (compare Fig. 3, in which these rear cylinders can not be seen) operated in the rear of the car so that you move the rear end of the support surface towards port, while the cylinders 92a of the front part of the car are operated so that they move their front end of the support surface towards the starboard. Simultaneously with these rotations of the support surface of both carriages carrying the block section, there will be each other move these relative to each other on the rails, and that the port-side car will move relative to the move the other back or the starboard side Wagen will lead the other. In this way the section is made by rotating the Support surfaces turned clockwise and clockwise. The movement of the car on the Rails relative to each other is a follow-up movement that occurs by itself without its own drive. The possibility of transverse movement due to the sliding surface bearing 90 can with this type of movement also come into play.

It goes without saying that for a counterclockwise rotation of the section, the cylinders are reversed accordingly be operated.

It should also be mentioned that normally a "greed" movement is hardly necessary since the Maintain longitudinal alignment of the assembly during all operations on itself remain.

Through the various possibilities of movement described, all six degrees of freedom include, each to the extent required, it is possible to use the block section with the required Bringing accuracy into the connection position to the already completed ship section, in this one Block position and carry out welding to the adjacent block sections.

The pair of longitudinal carriages can then be released again and the support surfaces lowered, see above that the car can be moved out from under the welded assembly and to accommodate the

ίο the next block section are free.

Although the entire system has been described as hydraulically operated, the various Hydraulic systems controlled electrically, although it would of course also be possible to use hydraulic or to use pneumatic controls. An electrical control system is best for that Coupling the carriages in pairs and for decoupling them, as well as for actuation by one Operator at a control panel. Both types of trolleys can be used individually or in sets (e.g. in Couples).

If also the power devices in the embodiment If the form of hydraulic cylinders is chosen, other drives could also be chosen,

z. B. DC motor or AC induction motors in cooperation with screw drives, the threaded rod replacing the Piston rod of the hydraulic cylinder would occur. However, it would have to be for a synchronization and load balancing and provision must be made to ensure that the entry and exit states are different if necessary, can compensate for what happens automatically with hydraulic cylinders, as described above. The drive of the car can also be electric.

While the middle wheel sets are driven in the preferred embodiment described, so can this can also be provided differently if necessary. Depending on the pulling force required, more or less than a third of the existing wheel sets can be driven.

In the training described, a set of cars consists of two cars; it is understood, however, that the The number of trolleys used for transport at the same time can be any, depending on the weight and weight Space conditions of the specific application.

The transport and positioning process described can be used in the construction of ships from 200,000 t to approx. 580,000 t are used, with the weight of the individual assemblies usually between approx. 675 t and will be 1,500 t.

Both transverse and longitudinal carriages have one

Length of about 21 m and a width of about 2 m. Ie according to However, the wagons can also have different dimensions and weights of the block sections to be transported Have dimensions.

In Fig. 9 is the power system and its controls for Longitudinal carriages 66 and 68 shown. Each car has a pair of hydraulic pumps 140a and 1406, whose each driven by an electric motor 142. Electrical supply and control lines go to the control and supply car 76, a diesel engine driven generator 143 and a central one Has control panel 145. The top view of the carriage 66 in FIG. 9 schematically shows twenty-four Lifting cylinder 116, with twelve cylinders 116a lying in front of the center line of the carriage and twelve cylinders ίίβό behind the same. The lateral cylinders 92 are also closed

Arranged in two groups for control purposes, namely a front group 92a of four cylinders and a rear group 926 of four cylinders. The arrangement of the four motors 100 is also indicated. In 9 are the lifting cylinders 116 on the inside carriage 66 and the cylinders acting sideways as well the drive motor on outside carriage 68 is shown: however, it should be understood that each of the carriages has all facilities, i.e. lifting cylinders, lateral cylinders and drive motors

In Fig. 10 is the hydraulic control for one of the Longitudinal carriage shown. The two pumps 140a and 14Od take the hydraulic fluid from one common reservoir 146. Overflow valves 148a and I486 release the fluid from the pressure end the pumps back directly into the storage tank as long as there is no consumption. If hydraulic fluid to a consumer, d. H. If power cylinders or motors are to flow, the valves 148 are closed. the Liquid arrives from the pump 140a via a high pressure line to each of the three control valves 150, 152 and 154. From the outlet of the pump 1406, the liquid correspondingly arrives via a high-pressure line to two further control valves 156 and 158 and also to the control valve 154. Each of the Control valves 150 to 158 have a low pressure bleeding duct, which leads back to the reservoir 146.

Each of the control valves 150 and 158 has three positions. The neutral intermediate position shown in FIG. 10 shown is a shut-off position in which no liquid flows through the control valve. The control valves, each of which by a pair of electromagnets (150a, 1506; 152a. 1526; 154a, 1546; 1566 and 158a, 1586; is operated, can thereby be moved from the center position to both sides, whereby, as in Fig. 10 indicated by arrows, the hydraulic fluid of one or the other outlet opening is forwarded.

The control valve 150 is used to control the working fluid to the twelve front lift cylinders 116a. The twelve cylinders are connected by a pair of hydraulic lines leading to the two outlet ports of the control valve 150 lead, connected in parallel. When the control valve 150 by the solenoid 150a is moved into the "lift" position, hydraulic fluid reaches one side of the piston of all twelve Cylinder, which raises the front end of the cart. When the control valve 150 through the Solenoid 1506 is moved into the "lower" position, the pressure is applied to the other Piston side of all cylinders 116a, which lowers the front end of the cart. Because the Cylinders 116a are connected in parallel, a pressure equalization can occur between them, so that when A greater external force acts on some of the cylinders due to the increase in them Pressure is used to force the liquid into the remaining cylinders until equilibrium has occurred. This is how it becomes possible that the cylinders assume different extended states, namely when they are acted upon only the front cylinder 116a and not the rear cylinder 1166 rotate the chassis around the transverse axis (a slope in the longitudinal direction) is adjusted, or when the wheels run over bumps the rails roll.

In a similar manner, the control valve 156 controls the twelve rear lift cylinders 1166, here too these twelve cylinders with the two outlet ports of the control valve 156 are connected in parallel to each other to be able to act on one or the other side of the piston of all rear cylinders, and thereby that to raise or lower the rear end of the car.

The control valve 152 is similar to the four side acting cylinders 92a of the front group upstream, whereby these are also connected in parallel with one another. By moving the control valve Hydraulic fluid reaches the "port" or "starboard" position by means of the electromagnet 152a or 1526 to the side cylinders and causes them to move towards port or Starboard. Here, too, the parallel connection of the cylinders allows automatic pressure equalization in same.

The control valve 158, which is actuated by the solenoids 158a and 1586, acts in the same way, on the four rear side cylinders 926.

The control valve 154, actuated by solenoids 154a and 1546, acts on the drive motors 100, the are also connected in parallel, with control valve 154 having a "forward" and a "reverse" position which has the effect of the drive motors in terms of forward travel or reverse travel is equivalent to.

A pressure limitation for the lifting cylinder is provided by means of the solenoid-controlled valve 155, which bridges the outlet of the pumps 140a and 1406, namely by d ^; e control valves 157 and 159 and through a pressure relief valve 159 back to reservoir 146.

The valve 159 opens when the pressure exceeds a certain value, e.g. B. a value of 35 bar. so that when the valve 155 is open, a pressure limiter can be switched on. Use is made of this made when the support surfaces of the two carriages are against the Pry the bottom of the block section. Under the limited pressure, the support surfaces will lay against each other and eliminate any type of dead passage without, however, already lifting the assembly. the Pressure limitation is then removed and full pressure is applied to all lift cylinders to control the To raise the block section. The preliminary balancing operation ensures that the load is evenly distributed all four groups of lifting cylinders 116 distributed.

The actuation of the control valves 150-158 to precisely position a block section is provided by the Circuit diagrams shown in FIGS. 11 and 12. The steering committee controls and coordinates the operations of the inside and outside carriages, both of which support and position a block section 24. Included Figures 11 and 12 show two electrical circuits which one to operate a series of relays by manual operation of switches, and the second to operate of the hydraulic control valves 150-158 in both cars based on the output signals of the relays of the first circuit.

The relays are operated with a relatively low voltage, e.g. B. 50 V operated, which of the Secondary winding of a transformer 160 is removed, with its primary winding from the Generator 143 is fed. All operations can be performed either from a remote control panel or on On-site control panel are triggered, giving double push-button control for everyone Movement possibilitieseii in the course of positioning

23 Oi 797

the block section is realized.

In the drawing they all carry from the same relay actuated relay contacts have the same reference number followed by a letter. Closed relays are represented by a pair of parallel lines with a line crossing them while open

Relays can be represented by a pair of parallel lines without the crossing line.

Forward and backward movement of the block section is triggered by a group of push-button switches, which include a local and a remote control stop switch, as well as a local and one remote control forward switch, one local and one remote control reverse switch, a local and a remote push-forward switch, one local and one remote push-reverse switch. The Stcp switches normally have closed contacts that are in The push-forward switch normally lies in series with the normally closed contacts open relay contacts 162a, the normally closed relay contacts 1646 and the coil of relay 162 and at the 50 V power source. The normally open contacts that operated by the forward push button switches are connected in parallel with contacts 162a, so that pressing one of the forward switches closes a circuit which energizes relay 162 and for Closing contacts 162a leads. The relay 162 remains energized until one of the stop switches is actuated, thereby breaking the circuit through relay 162 will. Relay 162 is also energized by depressing one of the push-forward switches to turn on the normally open contacts to close, thereby completing a circuit in which the relay coil 162 which bridges the contacts 162a. This means that when you release a push-forward switch the relay 162 drops out immediately without actuation of the stop switch; the push-forward switches are therefore only effective as long as they are pressed and are used for small positioning steps.

The two stop switches are also connected in series with the normally closed contacts, which are operated by the push-reverse switch, the normally open contacts 164a, the normally closed contacts 1626 and the coil of a relay 164. The reverse switches have normally open contacts connected in parallel with contacts 164a so that pressing one of the Reverse switch energizes relay coil 164. The push-back buttons also usually have open contacts, which when closing a circuit via relay coil 164, but by bridging the Contacts 164a close so that the relay drops out while the jog reverse switches are released.

With the normally closed contacts 1640 and 162 £> a lock is provided so that the forward drive and the reverse drive do not occur at the same time can be switched on if someone should try to press the forward switch and at the same time to close the reverse switch.

When the relays 162 and 164 are energized, they actuate the hydraulic control valve 154, whereby the hydraulic drive motors 100 are applied and drive the car forward or backward. For this purpose, the solenoids of the control valves are connected to a second, in Fig. 12 connected. All relay contacts have the same reference numerals as the associated relay in the relay circuit according to FIG. 11, with for Identification is appended with a letter. Relay 162 has normally open contacts 162c which are between the solenoid 154a of the control valve 154 of the outer carriage and the power source. if that is, the relay 162 is energized and the contacts 162c close, the solenoid 154a moves the control valve 154 in a position in which the hydraulic fluid is supplied to the drive motors so that the outer carriage 68 is forwardly propelled. Similarly, the normally connect open contacts 162t / the electromagnet 154a of the control valve 154 of the inner carriage 66 for movement to the forward position when relay coil 162 is energized.

In order to allow the two cars to move backwards, the normally open contacts 164c and 164c / the reverse electromagnets 1546 of the control valves 154 in both longitudinal carriages are energized.

To raise or lower the block section, the Control circuit according to FIG. 11 a pair of relays 166 and 168. Relay 166 is energized by a local or remote control lift push button switch, with the normally open contacts of the lift switch in parallel with the normally open Contacts 166c of the relay 166 are connected. Similarly, relay 168 is energized by a the lower push button switch of a pair, whose normally open contacts are parallel with normally open contacts 168c of relay 168.

When energized, relay 166 closes normally open contacts 166c and latches relay 166, while relay 168, when energized, closes normally open contacts 168c to close relay 168 lock. Each Helais is released by one of the two stop switches, which are normally closed Contacts with both relays are in series.

The relay 166 (Fig. 12) operates the normally open contacts 166d and closes a circuit with the solenoid 156a, which the control valve 156 to Operated lifting of the rear part of the outer carriage. At the same time, a couple usually closes more openly Contacts 166e actuated by relay 166 form a circle with electromagnet 156a of the Inner carriage control valve 156 to raise the rear of the inner carriage. The front part of the The outer carriage is lifted by closing the normally open contacts 166 £ Energize electromagnet 150a, actuating valve 150. The front part of the inner carriage will also lifted by closing contacts 166 #.

Similarly, relay 168 closes normally open contacts 168c / 168e and 168e operates the solenoids 1566 of valves 156 to the rear of the outer and inner carriages to lower. Closing normally open contacts 168A and 168 # actuates the solenoids 150 /> for lowering the front parts of the outer and of the inner carriage.

The "roll" movement (rotation around the longitudinal axis) is controlled by means of a pair of relays 170 and 172. The relay 170 is energized by pressing of one of a pair of roller starboard switches, making its normally open Contacts are closed. The normally closed contacts 172a are in series with the

Relay 170 is switched while normally closed contacts 170a are in series with the relay 172 are connected to a lock against simultaneous release of the starboard and port side Taxiing a Relay 172 is activated by closing one of the two roll port switches excited

As shown in Fig. 12, relays 170 and 172 cause the rear of the to raise or lower Outside car, by actuating the normally open contacts 166c / and by the normally open contacts 1726 connected in parallel with normally open contacts 168c / are. At the same time, the front part of the outer carriage is also raised or lowered, through Control valve 150 via normally open contacts 170c and 172c, respectively. It can be seen that a roll to starboard by lifting the front and rear sections of the outer longitudinal carriage, while the front and rear sections of the inner carriage remain at the same level.

"Stomp" movements (rotation around the transverse axis) are controlled by relays 174 and 176 (See Figure 11). Closing the normally open contacts of one of the tilt reverse switches completes a circuit through relay 174 and normally closed contacts 176a. That Closing one of the tilt forward switches similarly energizes relay 176 via the normal closed contacts 174a. Contacts 174a and 176a provide a barrier between the two relays to prevent both of them being excited at the same time.

To induce a backward tilt, as shown in FIG. 12, relay 174 is normally used open contacts 1746 and 174c. When closed, these contacts close a circle over the Solenoid 150a of the control valves 150 to the front sections of both cars at the same time to lift.

To provide a forward lean, relay 176 closes a pair of normally open contacts 1766 and 176c for energizing the solenoids 1506 of the control valves 150, causing the front sections both carriages can be lowered at the same time.

To cause the assembly to move sideways, the two relays 178 and 180 are energized, by closing one of the “Side-Starboard” or one of the “Side-Port” switches.

The normally closed contacts 180a in series with the relay 178, and the normally Closed contacts 178a in series with relay 180 provide a barrier to excitation both relays at the same time.

To provide starboard lateral movement, relay 178 closes normally open contacts 1786, 178c, 178c / and 178e. Closure of contacts 178b completes the circuit across solenoid '.52a of control valve 152, actuating the front group of side hydraulic cylinders 92a of the outer car toward starboard. The closing of contacts 178c via control valve 152 acts in the same way on the inner carriage. Closing contacts 178t / and 178e closes control valves 158 in the outer and inner carriages to effect starboard movement of the rear group of hydraulic cylinders 926 of both carriages simultaneously.

Similarly, normally open contacts 1806, 180c, 180c / and 18Oe become relays 180 closed to simultaneously close control valves 152 and 158 in the outer and inner cars actuate, whereby the support surfaces of both cars are moved sideways to port.

The "yaw" movement (rotation around the vertical axis clockwise: rotation around the vertical axis in Counterclockwise) is finally controlled by relays 182 and 384 (see FIG. 11)

Relay 182 is energized by actuation of the local or remote control push button switch "Clockwise rotation" by a pair of normally closed contacts 184a. on Similarly, the relay 184 is energized by pressing one of the switches "turn counterclockwise", namely via the normally closed contacts 182a. Here, too, the contacts 182a and 184a represent a barrier against simultaneous excitation of both relays.

When relay 182 is closed (Fig. 13) to produce a clockwise yaw motion, the normally open contacts 1826 are closed, the electromagnet 154a energized and that Control valve 154 is actuated, causing the outer longitudinal carriage to experience a forward drive. Simultaneously the normally open contacts 182c are closed and a circuit is closed that the Solenoid 1546 of the control valve 154 of the inner carriage energized, causing it to drive learns backwards. Relay 182 also closes normally open contacts 182c / and energizes the solenoid 152a of the control valve 152, thereby causing the side shift drive of the Support surface of the outer carriage to move the front end of the support surface towards the starboard. the normally open contacts 182 / simultaneously energize solenoid 1586 of control valve 158 of the outer carriage to move the rear of the support surface towards port. on in this way the supporting surface of the outer carriage is rotated clockwise in the horizontal plane.

Simultaneously, normally open contacts 182e and IS2g actuate inner car control valves 152 and 158 to move the forward end of the support surface sideways to starboard and slide the rear end laterally to port, which also rotates the support surface of the inner car clockwise.

When the relay 184 is energized, it causes a counterclockwise yaw motion through normally open contacts 1846 and 184c, energizing the solenoids 1546 of the outer car and 154a of the inner car. This moves the outside car backwards and moves the inside car forward. Simultaneously, contacts 184c / and 184 / energize the electromagnets 1526 and 158a of the outer carriage to produce counterclockwise rotational movement of the support surface of the outer carriage. Contacts 184e and iS4g simultaneously complete a circuit with electromagnets 1526 and 158a of the inner car in order to rotate its support surface in the counterclockwise direction.

The control of the pressure limitation of the circuit in FIG. 11 includes a relay 186 operated by a pair of stop switches whose normally closed contacts are in series with normally

open contacts 186a of the relay 186 are. A pair of "align" switches are usually open Contacts parallel to contacts 186a so that actuation of one of the "align" switches does the Relay 186 energized and thereby contacts 186a closes ■ -. Pressing one of the stop switches interrupts the Circuit and enables relay 186. Relay 186 operates normally open contacts 1866 and closes a circuit with electromagnet 1556 for actuating the valve 155 both in the interior and in the exterior wa ^ en ι ο 66 and 68.

Each of the relays 162 and 184 of the relay control circuit of FIG. 11 operates normally open contacts as shown in Fig. 12, creating a circle with the overflow valves 148a and I486 of the pumps 140a ι > and 1406 is closed. These normally open contacts are 162 'to 186' for the Outside car and labeled 162 "to 186" for the inside car.

It should be noted that the inner carriage does not have an -'o Has contacts for the roll control relays 170 and 172 because only the support surface is used to cause a roll of the outside car is raised or lowered. In this way it can be seen that when many of the Control relays the spill valves are closed and hydraulic fluid from the pumps to the different consumers, the power cylinders and the engines.

Since when the two longitudinal carriages 66 and 68 move forwards or backwards, a considerable mass in Movement comes, it is desirable that a braking effect when delaying this movement Pressing the stop switch is triggered. This is done hydraulically by means of a relief valve arrangement according to FIG. 10 reached the relief valve 190 is normally closed and only opens when a predetermined pressure is exceeded, e.g. B. 210 bar. That The valve is connected to the drive motors 100 by means of four regulating valves 192, 194, 196 and 198. the The arrangement is such that the drive motors 100 act as pumps when they are affected by the momentum of the moving masses. When the control valve 154 is closed, the press Motors 100 depending on the direction of rotation working fluid either through the regulating valve 192 or 194 to the Entry side of the relief valve 190. The exit side of the relief valve 190 leads to the one or the other the other side of the traction motors back via the regulating valves 196 and 198. The regulating valves limit the flow of liquid through the relief valve 190 in one direction at a time.

In this way, dynamic braking is achieved in that the motors act as pumps and forcing working fluid through relief valve 190 until movement is retarded enough that the The relief valve closes and the drive motors stop rotating.

In addition 11 sheets of drawings

Claims (12)

Patent claims: 1. Method of transporting and positioning prefabricated block sections in the construction of seagoing vessels, in which these are from a location outside the Building docks up to the connection position to the bow or stern section or to already connected block sections by means of two juxtaposed, on rails movable carriages with lifting and lowerable and horizontally movable support platform are brought, characterized in that to rotate the block section the vertical axis of one carriage is moved back and forth in relation to the other to rotate the Block section around the longitudinal axis one support platform is raised and lowered relative to the other and to rotate the clock section around the transverse axis, the support platforms together in Be inclined lengthways. 2. The method according to claim 1, characterized in that for transporting the block section one after the other in the longitudinal and transverse direction, these from longitudinal or transverse carriages via stationary ones Support in the intersection area of longitudinal and 2s cross rails driven and lowered onto them before the block section is picked up by the transverse or longitudinal carriage. 3. Car for performing the method according to claims 1 and 2 with devices for Moving a support platform in a vertical and horizontal direction and with on rails running wheelsets, characterized in that each wheelset in opposite Frame (110) is mounted, soft against each other and rotatable against the chassis (80) are pivotably articulated to this with one end, with one at the other ends Device (116) for swiveling the frame and thus for raising and lowering the chassis « attacks against the wheels, and at least some of the wheel sets are driven. 4. Trolley according to claim 3, characterized by a slide against the chassis (80) laterally displaceable support surface (86) and on the front and rear sections of the chassis between this and the support surface provided movement devices (92) for lateral and rotational Movement of the support surface relative to the chassis, see above 5. Trolley according to claim 3 or 4, characterized in that the entirety of the frame stored wheelsets grouped together to form a front and a rear group are, which cooperate for the purpose of a rotary movement of the chassis about the transverse axis. 6. Trolley according to claim 4 or 5, characterized in that the device for pivoting the wheel set frame as a hydraulic cylinder (116) is trained. 7. Trolley according to one of claims 3 to 6, characterized in that the two hydraulic cylinders attached to the frame of a wheel set attack, are hydraulically connected to each other to ensure the same pressure in them, wherein the frames are connected to one another by a spring element (106) which is unequal Vertical movements of the two ropes of the car counteracts 8. Car according to one of claims 3 to 7, characterized in that each cylinder group is acted upon by a special pressure source, each of which has a pressure limiter, so that the pressure is insufficient to lift the fully loaded chassis and that the pressure limiters and the pressure sources can be switched on and off separately. 9. Trolley according to one of claims 3 to 8, characterized in that the movement devices between the support surface (86) and the chassis (80) are designed as hydraulic cylinders (92). 10. Car according to one of claims 3 to 9, characterized in that at least part of the Has wheelsets a hydraulic drive. 11. trolley according to one of claims 3 to 10, marked by a car of the same type, either alone or together with other similar wagons associated control and supply car (76). 12. Car according to claim 5 or 6, characterized in that the hydraulic cylinders each Wheelset group are grouped together and shared, but separate from those of the other Group are acted upon.